To improve a vessel's steerage-way at manoeuvring speeds, engine kicks are carried out to increase the water flow in way of the rudder thereby increasing rudder efficiency. The ahead engine kicks interspersed with stop engine manoeuvres carried out indicate that attempts were made to set the bow against the tie-up wall, but the expected result was not achieved. On entering the approach basin, the vessel had a headway of approximately 5 to 6kn. This speed is considered greater than that required to approach a tie-up wall. Considering the vessel's approach speed, evidence suggests that the ahead engine kicks may not have been powerful enough to create sufficient propeller thrust to increase rudder efficiency and thereby swing the bow to port. Since the ahead engine kicks could not correct the situation, it was decided to slow down the vessel with a half-astern engine manoeuvre. Due to the propeller's fixed right-hand pitch characteristics, the bow swung to starboard and the ship's port side struck the tie-up wall as the vessel adopted a position parallel to the tie-up wall. Lack of damage may be the result of a large section of the ship's side absorbing the impact. Under the effect of the momentum of the swing of the bow to starboard and of the headway, the stern was subjected to bank suction from the tie-up wall, further reducing manoeuvrability. The subsequent engine manoeuvres did not cause the vessel to swing to port. The vessel was committed toward the lock entrance and, by this time, the pilot and navigating personnel realized that the vessel could not safely enter the lock. The port anchor was let go, but the anchor did not stop the vessel and the grounding occurred.Analysis To improve a vessel's steerage-way at manoeuvring speeds, engine kicks are carried out to increase the water flow in way of the rudder thereby increasing rudder efficiency. The ahead engine kicks interspersed with stop engine manoeuvres carried out indicate that attempts were made to set the bow against the tie-up wall, but the expected result was not achieved. On entering the approach basin, the vessel had a headway of approximately 5 to 6kn. This speed is considered greater than that required to approach a tie-up wall. Considering the vessel's approach speed, evidence suggests that the ahead engine kicks may not have been powerful enough to create sufficient propeller thrust to increase rudder efficiency and thereby swing the bow to port. Since the ahead engine kicks could not correct the situation, it was decided to slow down the vessel with a half-astern engine manoeuvre. Due to the propeller's fixed right-hand pitch characteristics, the bow swung to starboard and the ship's port side struck the tie-up wall as the vessel adopted a position parallel to the tie-up wall. Lack of damage may be the result of a large section of the ship's side absorbing the impact. Under the effect of the momentum of the swing of the bow to starboard and of the headway, the stern was subjected to bank suction from the tie-up wall, further reducing manoeuvrability. The subsequent engine manoeuvres did not cause the vessel to swing to port. The vessel was committed toward the lock entrance and, by this time, the pilot and navigating personnel realized that the vessel could not safely enter the lock. The port anchor was let go, but the anchor did not stop the vessel and the grounding occurred. On entering the approach basin, the vessel had a considerable headway. Even though engine and helm manoeuvres were carried out, the bow never set on the tie-up wall. Due to the propeller's fixed right-hand pitch characteristics, the bow swung to starboard. Bank suction between the port quarter and the tie-up wall prevented the vessel from swinging to port. The anchor and engine manoeuvres did not stop the vessel before she reached the south-west corner of the approach basin.Findings On entering the approach basin, the vessel had a considerable headway. Even though engine and helm manoeuvres were carried out, the bow never set on the tie-up wall. Due to the propeller's fixed right-hand pitch characteristics, the bow swung to starboard. Bank suction between the port quarter and the tie-up wall prevented the vessel from swinging to port. The anchor and engine manoeuvres did not stop the vessel before she reached the south-west corner of the approach basin. When the vessel entered the approach basin, the headway was not reduced sufficiently. The various engine manoeuvres did not develop sufficient propeller thrust for the vessel to react as expected. The propeller's fixed right-hand pitch characteristics did not favour a slow-down manoeuvre toward a tie-up wall on the port side.Causes And Contributing Factors When the vessel entered the approach basin, the headway was not reduced sufficiently. The various engine manoeuvres did not develop sufficient propeller thrust for the vessel to react as expected. The propeller's fixed right-hand pitch characteristics did not favour a slow-down manoeuvre toward a tie-up wall on the port side.